Car-truck



(No Model.) 2 Sheets-Sheet 1, L. C. SHARP & J. A. GUTSCHE.

GAR TRUCK.-

110,421,111. Patented Feb. 11,1890.

/NVENTOH W/TNESSES (No Model.) 2 Sheets-.Sheet 2. L. C. SHARP 8v J.A..GUTSCHE.

. GAR TRUCK.

A TTOHNE YS.

1, .l h e hr. d QU LIU n e t n@ Dl- 3 Y .v 0 a ,K m n L M 1 In :SL 0. wl N N. NN w UNITED STATES ATsNT OFFICE.

LEE C. SHARP AND JOHN A. GUTSCHE, OF PLATTSMOUTH, NEBRASKA.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 421,111, dated February11, 1890.

Application filed November 5 1889. Serial No. 329,310. (No model.)

To @ZZ whom t may concern:

Be it known that we, LEE C. SHARP and JOHN A. GUTSOHE, of Platt-smouth,in Cass county, and State of Nebraska, have invented a new and usefulImprovement in Car-Trucks, of which the following is a full, clear, andexact description.

The obj ects of our invention are to provide a car-truck of special orordinary form with an improved means for distribution of loadstrain uponthe axles, whereby frictional resistance to revoluble movement of theaxles is greatly reduced, heating of the bearings obviated, theload-sustaining capacity of the truck-axles increased, and wear on themreduced to a minimum.

With these ends in view our invention consists in certain features ofconstruction, and combinations of parts, which will be hereinafterdescribed, and indicated in the claims.

- Reference is to be had to the accompanying drawings, forming a part ofthis specification,

in which similar letters of reference indicate corresponding parts inall the figures.

Figure l is a top plan view of a car-truck embodying' the improvement.Fig. 2is a side elevation, in section, of a car-truck having theimproved features thereon, taken on the line 2 2 in Fig. l. Fig. 3 is apartly sectional end elevation of the car-truck and improvementsthereon, taken on the broken line 3 3 in Fig. l; and Fig. 4t is anenlarged detached transverse sectional elevation of one of theantifriction load-bearing wheels, which constitute an important featureof our invention, and a portion of an axle engaged bythe same, the lineof section being indicated at 4 4 in Fig. 2.

The oar-truck herein represented in its general construction is of theusual improved form of trussed car-trucks, important features beingembodied therewith, Vas willbe explained.

A represents a transverse wooden bolster on which the center plate A isfastened. Said bolster is designed to have limited verticalmovementwithin a skeleton frame comprised of the similar channel-platesB, the4 ends of which are secured to the spacing-bars B which arepreferably made integral with the channel-plates. Grooves are formedacross Y the four spacing-bars B in which the trussplates C C are seatedand secured by vertical bolts a that also penetrate the tie-bars D,

sides of the channel-plates B, and at b engage their adjacent faces,fromwhich points on said truss-plates theiriends are extended in contacthorizontally, the upper and lower plates C C on each side of the truckproducing a skeleton frame whereon the axleboxes E are attached. Saidboxes E are located at the same distance from the center of width of thebolster A'between the tie-bar ends d, and lapped truss-plate ends dparallel and aligning perforations being produced in the plate andbarends, which register with vertical holes formed in ears on the boxesE, through all of which the pedestal-bolts e are inserted, which serveto clamp the boxes rigidly in place.

Aligning with the bolster A two similar spring carrier-beams F arelocated below it, one at each end of the same. These beams are made ofwood, are equal in width to that of the bolster, and project from pointsf outwardly to engage the lower spacing-bars B', on which their outerterminals rest.

Upon the lower surface of the carrier-beams F the saddle-plates g aretransversely seated and secured, these being grooved suitably on theirlower faces to receive the upper rounded edges of the equalizing-bars G,which latter are preferably made straight and of a length to extendbelow the axles H, that have their journaled ends H revolubly supportedby the boxes E. The office performed by this connection of parts will bemore fully explained.

Across the upper faces of the bolster A the hanger-shafts h areextended. The endsof said shafts are seated upon grooved saddleplates i,that are mounted securely on the upper edges of the channel-plates B.The preferred position of the saddle-plates g and engaged shafts 7a isat points opposite to the axle-bodies, near to thev inner hub-faces ofthe truck-wheels I, which latter are affixed upon the axles H in theusual manner, inside of their journal ends H.

On the transverse hanger-shafts h,between IOO the sides of the bolster Aand eliamiel-plates B, the depending safety-hooks J are placed,thesebeing furnished with integral perforated enlargements at theirupper ends to provide means for their loose connection with the shafts7L. On the lower ends of the pieces J hooks .l are formed, which fromthe relative length ol the safety-hooks considered as an. entirety areadapted to engage the lower rounded edges of the equalizing-l )ars G,and thus be in position to upbear the latter it' accident should detachthem from other supports, which will be described.

Between the bolster A and the carrierbeams F the springs K are adjustably located, said springs being capable of a-itording elasticsupport to the load placed upon the bolster A, and from their manner ofinterposition between these pieces they may be adjusted toward or fromthe ends of the bolster, and thus shift the load-strain correspondingly,as will be more particularly mentioned.

In Figs. 1 and 2 are shown the load-supports, that form an importantfeature of the invention, which supports consist, essentially, of fouranti-friction wheels L, pivoted in pairs and oppositely upon or betweenthe upper portions of pendent triangular skeleton bracket frames M.

Referring to the details shown in Fig. Lt, it will be seen that theframes consist of opposite mating-sections provided with bosses k, thatare spaced apart, as shown in Fig. 2, to receive steel supporting-shatts7s', which revolubly sustain the wheels L, said shafts being so spacedapart that the peripheral surfaces of the anti-friction wheels placedthereon will nearly approach but not impinge upon each other.

To reduce friction upon the shafts 7s', suitable provision must bey madefor lubrication of the points of bearing of the wheels. A preferredmethod of effecting this is shown in Fig. 4, the wheel therein shownbeing provided with an enlarged hub 7a2, which is longitudinally andcentrally perforated of a diametrical size to receive two flangedthimbles or bushings 7c3, that are inserted from each side of the hubuntil their-flanges bear upon the hub ends, thus aifording a centerrevoluble bearing. The bushings k3 should be formed of gun-metal, hardbrass, phosphorbronze, or other suitable material which will afford aproper wearing-surface for the wheels to revolve upon.

A median oilway m is produced in each of the central webs m of thewheels L, which oilway intersects a recess afforded by the diminishedlength of the bushings k3. Springactuated valves n are adapted to closethe oilways on at the peripheries of the wheels L, which valves maybedepressed by the nozzle of an oil-can and oil introduced when it isrequired.

It is to be understood that the construction of the wheels L may bechanged as to the details of revoluble support upon the shafts 7e',

as anti-friction ball-bearin gs or cylindrical rollers maybe adoptedinstead of the metal bearings described, and in an evident mannerprovide anti-friction revoluble supports for the wheels L. Each axle issuitably formed at proper points adjacent to the inner hubfaces of thetruck-wheels I for thc revoluble contact of the wheels L, the rims ofwhich are rendered concentric with the shafts that sustain them, and arepreferably rounded at their corners, as shown in Fig. 4, said wheels inpairs resting oppositely against these bearings on the axles, as shownin Fig. 2. As the bracket-frames M are triangular and the bosses 7athereon, which carry the wheels L, lie in the same horizontal plane,such a construction provides depending supports for the transverseblocks 0, that are secured to these lower ends of the frames by boltsand nuts o' o2. The blocks o are grooved across their upper surfaces forthe reception of the lower edges of the equalizing-bars G, that restthereon. These points of contact, being vertically aligned with thetruck-axles, are near the ends of the bars.

Safety-chains (not shown) maybe readily secured to the bracket-framesand be therelfrom extended to be attached by their other ends to thecar-body above the trucks, which will prevent injury to the train whichmight result from any accidental breakage of the wheels orbracket-'frames of the truck. The safety-hooks .l herein describedperform a similar function with regard to the equalizing-bars G, beingprovided as a guard against accidents t-o a train which could occur if abar should drop on the track from accidental causes.

In operation the weight thrown on the center ot the bolster A willpreferably be mainly imposed upon the wheels L and by them transmittedto the bodies of the axles ll, through thev hanging equalizing-bars Gr,carrier-beams F, and springs K, and as the contact of the wheels withthe axles is at their peripheries, the diameters ot the wheels beingconsiderably greater than the axle-bodies, the speed of the wheels willbe proportionately less than said axles, and frictional contact withtheir revoluble supports largely diminished over that which would resultif the entire weight of the load were imposed upon the outer journalends Il.

The arrangement of the springs K upon the carrier-beams F so that alongitudinal adjustment thereon. may be effected affords means for agraduation of load-strain between the points of contact of the wheels Land the journal ends Il. lf the springs K are located as shown on thedrawings in Fig. 3, the load will be principally sustained by the wheelsL, in which case the office of the journals Il will largely consist intheir counteracting improper lateral and longitudinal motion of theaxles, due to several causes, which produce side st-rain and end-thrustsoi' the same. Advantages claimed for this plan of construc- IOO ISO

tion consist, essentially, of theincreaseddurability'of the axles andtime of efficient service of the same, due to the reduction of wear ontheir journal ends.

Lighter draft of the loaded car results, owing to the low percentage offrictional resistance induced at points of support of the load on theaxles, which reductionis provided by the slow-running anti-frictionload-carrying wheels L.

Obviation of journal heating' is another advantage afforded. Car-trucksconstructed as herein described may be safely reduced in weight ofmaterial employed, as there is a direct transfer of the load-strain tothe axlebodies, removing` it from the frames to a large extent.

Having thus fully described our invention, we claim as new and desire'tosecure by Letters Patentl l. In a car-truck, the combination, with atruck-frame, journal-boxes thereon, axles journaled and engaging theseboxes at their ends, and truck-wheels secured to the axles inside of thetruck-boxes, of a bolster, revoluble anti-friction wheels which rest onthe axle-bodies, bracket-frames on which these wheels are supported,equalizing-bars extending between the axles and engaging the dependingends of the bracket-frames, ,vertically-acting springs which support thebolster, and a device which upbears the springs and is supported by theequalizing-bars, substantially as set forth.

2. In a car-t-ruck, the combination, with a frame, two axles,truck-wheels secured on the axles, anda bolster, of two pairs-ofanti-friction wheels supported on bracket-frames and engaging the uppersurface of the axles, equalizing-bars hung from the bracket-frames,springs on which the bolster rests, which springs are upheld by theequalizing-bars, substantially as set forth.

3. In a car-truck, the combination, with a truck-frame, two axles,truck-wheels thereon, and a bolster, of two pairs of revolubly-sustainedanti-friction wheels for each axle, which engage the upper surfaces ofthe axle near the inner truck-wheel faces, four depending' safety-hooks,two equalizing-bars, a set of vertically-acting springs, and means bywhich to connect the equaliZing-bars with the wheel-supports and alsoupbear the springs on which the bolster is seated, substantially as setforth.

4. In a car-truck, the combination, with a skeleton truck-frame, twoaxles, wheels secured on the axles, and a bolster located between t-hetransverseplates of the skeleton fra-me, of journal-boxes which engagethe journal ends of the axles, four depending bracket-frames, four pairsof anti-friction wheels spaced apart and revolubly supported on thebracket-frames, and two equalizingbars upheld by the bracket-frames andaffording support'to springs which engage the bolster, substantially asset forth. Y

5. In a car-truck, the combination, with a car-frame, a bolster locatedtransversely between channel-plates of the frame, four journal-boxessecured at spaced distances to the frame, two axles having journal endswhich engage these journal-boxes, and two truck, wheels secured to eachaxle, of four bracketframes, a pair of spaced and revolubly-supportedanti-friction wheels for each bracketframe, two equalizingbars hung onthe bracket-frames near the ends of the bars, carrier-beams resting onthe equaliZing-bars and also on the side portions of the frame, andspringsseated adjustably on the carrierplates and engaging the lowersurfaces of the bolster, substantially as set forth.

6. In a car-truck, the combination, with a truck frame, a bolster, twoaxles, truckwheels affixed to the axles, and journals formed on the endsof the axles which engage boxes secured to the truck-frame, of otherjournals produced on the axles near the inner faces of the truck-wheels,anti-friction wheels which rest on these inner journals, bracket-frameswhich revolubly sup` port the anti-friction wheels and hold them spacedapart in the same plane horizontally to engage the. axle-bodies, twoequalizingbars which are hung near their ends on lower ends of thebracket-frames, carrier-beams which engage the equalizing-bars withtheir inner ends and the truck-frame with their outer ends, andvertically-acting springs which rest upon the carrier-beams, uphold thebolster ends, and are adapted to be moved longitudinally of the bolsterand carrierbeams to shift the load imposed on the bolster between theanti-friction-wheels and the outer journal-supports of the axles,substantially as set forth.

7. In a car-truck, the combination, with a tru ck-frame, a transversebolster' thereon, two axles having journal ends engaging boxes securedon the frame, and wheels secured on the axles inside of the journalends, of four bracket -frames, two anti -friction wheels mounted torevolve on each of these frames and engage inner journals produced onthe axle-bodies, two straight equalizing-bars that rest with their endson blocks attached to the lower portions of the bracket-frames, twocarrier-beams which lie on the equalizingbars and side portions of thetruck-frame, vertically-acting springs which may be moved longitudinallyupon the carrier-beams, and four depending safety-hooks which looselyengage the lower edges of the equalizingbars and depend from transversehangershafts that rest on the topedge of transverse plates of thecar-frame, substantially as set forth.

8. In a car-truck, the combination, with a skeleton frame attached tothe truss-plates IOO IIO

IZO

which carry the axle-boxes and the axles, of a bolster, equalzng-barswhich carry said bolster, and skeleton frames supported from the axlesand carrying said equaliz11gbars, substantially as set forth.

9. In a car-truck, the Combination, with a skeleton frame attached tothe truss'plates which carry the axle-boXes, and the axles, of abolster, equalizlng-bars Whiehearry said bolster, springs interposedbetween the equalzng-bars and the bolster, braeket-frames supported fromthe axles and carrying said equalizng-bars, and anti-friction wheelsjournaled on the bracket-frames and bearing on the axles, substantiallyas set forth.

10. In a ear-truek, the combination, with a skeleton frame attached tothe truss-plates LEE C. SHARP. JOlIN A. GUTSCI'IE. Witnesses:

JOHN ILUTZ, SAMUEL RAMSDEN.

